Ship having plurality of fuel lines

ABSTRACT

This ship includes a ship body, a fuel tank chamber, a stern-side engine room, a bow-side engine room, a main fuel line and a sub-fuel line, and a pump mechanism. The main fuel line connects a fuel tank, a stern-side power generation unit, and a bow-side power generation unit through the bow-side engine room. The sub-fuel line connects at least the fuel tank and the stern-side power generation unit, and is disposed through a section different from the bow-side engine room through which the main fuel line passes. The pump mechanism selectively feeds fuel into the main fuel line or the sub-fuel line from the fuel tank.

TECHNICAL FIELD

This invention relates to a ship having a plurality of fuel lines.

Priority is claimed on. Japanese Patent Application No. 2016-213211,filed on Oct. 31, 2016, the content of which is incorporated herein byreference.

BACKGROUND ART

The revision of the SOLAS convention in 2009 has demanded that apassenger ship ensures a required restoring force and navigates to aport by herself, even in a case where the ship is flooded or a firebreaks out due to damage to the ship.

For example, PTL 1 discloses a configuration which improves restoringability as follows. The center of gravity of the ship is lowered byallowing water entering the inside of a ship body at the time of damageto flow into a space disposed in a bottom portion of the ship body.

CITATION LIST Patent Literature

[PTL 1] Japanese Unexamined Patent Application Publication No.2015-209188

SUMMARY OF INVENTION Technical Problem

According to the above-described ship, in order to ensureself-navigation ability, a configuration including a plurality of enginerooms has been studied. The respective engine rooms accommodate a mainmachine needed to obtain a propulsion force of the ship or a powersource such as a generator for generating electric power to drive apropeller. The plurality of engine rooms are partitioned using abulkhead having fire protection performance and water-tightness. In acase where a fire breaks out or there is a flood in any one of theengine rooms, the power source of the engine room having no fire orflood is operated. In this manner, the ship can continuously performself-navigation.

In a configuration including the plurality of engine rooms in this way,it is necessary to supply a fuel to the power source of at least oneengine room out of the plurality of engine rooms, even in a state wherethere is the fire or the flood. Therefore, for example, in some cases,fuel tanks are respectively disposed on a bow side and a stern side forthe plurality of engine rooms which are longitudinally arranged parallelto each other in a bow-stern direction.

However, according to the configuration in which the fuel tanks arerespectively disposed on the bow side and the stern side for theplurality of engine rooms which are longitudinally arranged parallel toeach other in the bow-stern direction, for example, in a case where thefuel tank located on the bow side cannot be used due to the fire or theflood, a fuel tank chamber on the stern side needs to store a sufficientamount of the fuel in order for the snip to call at a port by herself byconsuming only the fuel stored in the fuel tank. Accordingly, this leadsto an increase in a size of the fuel tank to be accommodated in the fueltank chamber located on the stern side.

However, an some cases, a stern part of the ship body may be less likelyto be equipped with the fuel tank having a large size due to thefollowing reasons. It is necessary to secure an installation space ofthe propeller in the stern part, or the ship body has a shape which isnarrowed from the bow side toward the stern side.

This invention provides a ship having a plurality of fuel lines capableof performing self-navigation even when there is a fire or a flood, andcapable of effectively utilizing a space inside a ship body.

Solution to Problem

According to a first aspect of this invention, there is provided a shiphaving a plurality of fuel lines. The ship includes a ship body, a fueltank chamber, a first engine room, a second engine room, a first fuelline, a second fuel line, and a pump mechanism. The fuel tank chamber isdisposed inside the ship body, and is partitioned by a bulkhead so as toaccommodate a fuel tank. The first engine room is disposed inside theship body, and is partitioned by the bulkhead so as to accommodate afirst combustion engine for combusting a fuel supplied from the fueltank. The second engine room is disposed between the fuel tank chamberand the first engine room inside the ship body, and is partitioned bythe bulkhead so as to accommodate a second combustion engine forcombusting the fuel supplied from the fuel tank. The first fuel lineconnects the fuel tank to the first combustion engine and the secondcombustion engine through the second engine room. The second fuel lineconnects at least the fuel tank and the first combustion engine to eachother, and is located through a partitioned section different from thesecond engine room through which the first fuel line passes. The pumpmechanism selectively feeds the fuel from the fuel tank to either thefirst fuel line or the second fuel line.

In this way, the first fuel line and the second fuel line pass throughthe mutually different partitioned sections between the fuel tankchamber and the first engine room. In this manner, even if there is afire or a flood in the second engine room through which the first fuelline passes, a fuel can be supplied to the first combustion enginedisposed in the first engine room through the second fuel line.According to this configuration, the ship can continuously performself-navigation.

Furthermore, the first engine room does not necessarily need to includethe fuel tank located on a side opposite to the second engine room.

According to a second aspect of this invention, the pump mechanismaccording to the first aspect may include a first pump and a secondpump. The first pump is disposed in the first fuel line. The second pumpis disposed in the second fuel line. The first pump and the second pumpmay be arranged in mutually different partitioned sections.

According to this configuration, in a case where there is a fire or aflood in the partitioned section having toe first pump, toe second pumpis not affected. Therefore, the fuel can be supplied to the firstcombustion engine through the second fuel line.

According to a third aspect of this invention, the fuel tank chamberaccording to the first or second aspect may include a first fuel tankchamber and a second fuel tank chamber which are partitioned by thebulkhead so as to respectively accommodate the fuel tanks. The firstfuel line may be connected to the fuel tank disposed in the first fueltank chamber out of the first fuel tank chamber and the second fuel tankchamber, and the second fuel line may be connected to the fuel tankdisposed in the second fuel tank chamber.

In this way, the first fuel tank chamber and the second fuel tankchamber are separately disposed. In this manner, even if there is a fireor a flood in the first fuel tank chamber or the second fuel tankchamber, the fuel supply is not interrupted. Therefore, the ship cancontinuously perform the self-navigation.

According to a fourth aspect of this invention, the fuel tank chamberaccording to any one of the first to third aspects may be located on abow side in a bow-stern direction of the ship body with respect to thesecond engine room.

In this way, the fuel tank chamber is located on the bow side in thebow-stern direction of the first engine room and the second engine room.In this manner, it is no longer necessary to dispose the fuel tankchamber on the stern side in the bow-stern direction of the first engineroom and the second engine room. Compared to a case where the fuel tankchamber is disposed on the stern side which is likely to receive spacerestrictions, the larger fuel tank can be installed.

Furthermore, the fuel tank chamber is not disposed on the stern side.Accordingly, it is possible to prevent the center of gravity of the shipbody in the bow-stern direction from being biased toward the stern side.In this manner, it is no longer necessary to dispose ballast on the bowside in order to keep a balance in the bow-stern direction of the shipbody. Therefore, it is possible to prevent the ship body from increasingin weight, and thus, it is possible to contribute to improved fuelefficiency of the ship.

Furthermore, the fuel tank chamber is not disposed on the stern side.Accordingly, the fuel tank chamber, the first engine room, and thesecond engine room can be laid out close to the stern side. In thismanner, a space inside the ship body can be effectively utilized.

According to a fifth aspect of this invention, the first fuel lineaccording to any one of the first to fourth aspects may include on-offvalves disposed on both sides across a position where the first fuelline penetrates, the bulkhead.

According to this configuration, the on-off valve is closed in thepartitioned section adjacent to the partitioned section where there is afire. In this manner, through the first fuel line, the fuel cannot passthrough the portioned section where there is the fire.

According to a sixth aspect of this invention, the second fuel lineaccording to any one of the first to fifth aspects may be located so asto pass through the partitioned section adjacent to the second engineroom in a ship width direction or an upward-downward direction of theship body.

According to this configuration, it is possible to minimize a length ofthe second fuel line by preventing the second fuel line from taking aroundabout route.

According to a seventh aspect of this invention, the second fuel lineaccording to the sixth aspect may be located so as to pass through thefuel tank chamber, the first engine room, and a ship bottom partitionedsection formed below the second engine room.

In this way, the second fuel line passes through the ship bottompartitioned section. Accordingly, it is possible to prevent apossibility that the second fuel line may cause damage to a cargo spaceinside the ship body or a space for installing various devices. In thismanner, the space inside the ship body can be effectively utilized.

Advantageous Effects of Invention

According to the above-described ship having the plurality of fuellines, even if there is a fire or a flood, the ship can perform theself-navigation, and the space inside the ship body can be effectivelyutilized.

BRIEF DESCRIPTION OF DRAWINGS

FIG. 1 is a side view of a ship according to an embodiment of thisinvention.

FIG. 2 is a block diagram illustrating a minimum configuration of a shipaccording to a first embodiment of his invention.

FIG. 3 is a block diagram illustrating a configuration of a shipaccording to a second embodiment of this invention.

FIG. 4 is a block diagram illustrating a configuration of a shipaccording to a third embodiment of this invention.

FIG. 5 is a view illustrating a state where a fuel is supplied through amain fuel line according to the third embodiment of this invention.

FIG. 6 is a view illustrating a state where the fuel is supplied througha sub-fuel line according to the third embodiment of this invention.

FIG. 7 is a block diagram illustrating a configuration of a shipaccording to a first modification example of the third embodiment ofthis invention.

FIG. 8 is a block diagram illustrating a configuration of a shipaccording to a second modification example of the third embodiment ofthis invention.

FIG. 9 is a view illustrating a state where the fuel is supplied througha main fuel line of the ship according to the second modificationexample of the third embodiment of this invention.

FIG. 10 is a view illustrating a state where the fuel is supplied usingthe main fuel line of the ship and a bypass line according to the secondmodification example of the third embodiment of this invention.

FIG. 11 is a view illustrating a state where the fuel is suppliedthrough a sub-fuel line of the ship according to the second modificationexample of the third embodiment of this invention.

DESCRIPTION OF EMBODIMENTS

Hereinafter, a ship having a plurality of fuel lines according toembodiment of this invention will be described with reference to thedrawings.

First Embodiment

FIG. 1 is side view of a ship according to an embodiment of thisinvention. FIG. 2 is a block diagram illustrating a minimumconfiguration of a ship according to a first embodiment of thisinvention.

As illustrated in FIGS. 1 and 2, a ship 1 includes a ship body 2, astern-side engine room. (first engine room) 101, a bow-side engine room(second engine room) 102, a fuel tank chamber 103, a main fuel line(first fuel line) 51, a sub-fuel line (second fuel line) 52, and thepump mechanism 60. Here, the ship 1 will be described as a passengership. However, a type of the ship to which this invention is applicableis not limited to a specific one. For example, this invention can adoptvarious types of the snip, such as a ferry, a roll-on/roll-off ship(RORO ship), and a pure car & truck carrier (PCTC).

As illustrated in FIG. 1, the ship body 2 has a pair of ship sides 2 sdisposed on both sides in a ship width direction, and a ship bottom 2 b.The ship body 2 includes a freeboard deck 3 disposed at an intervalabove the ship bottom 2 b. The ship body 2 further includes a deck 4disposed between the ship bottom 2 b and the freeboard deck 3 so as toform a double bottom.

The ship body includes a screw 5 below the ship bottom 2 b of a stern2A. The screw 5 is rotationally driven by a propeller 6 disposed insidethe ship body 2. The ship 1 according to this embodiment employs anelectric motor M for the propeller 6.

A stern-side engine room 101 and a bow-side engine room 102 are disposedon the deck 4 inside the ship body 2. The stern-side engine room 101,the bow-side engine room 102, and the fuel tank chamber 103 aresequentially arranged from the stern 2A side to a bow 2F side in abow-stern direction FA.

As illustrated in FIG. 2, the bow-side engine room 102, the stern-sideengine room 101, and the fuel tank chamber 103 are respectivelypartitioned from each other by transverse bulkheads (bulkheads) 7disposed at an interval in the bow-stern direction FA.

The stern-side engine room 101 internally accommodates a stern-sidepower generation unit (first combustion engine) 11. The stern-side powergeneration unit 11 mainly includes an internal combustion engine unit(not illustrated) such as a gas turbine and a diesel engine, and a powergenerator unit (not illustrated). The stern-side power generation unit11 drives the power generator unit by causing the internal combustionengine unit to combust a fuel supplied from a fuel tank 31 (to bedescribed later). In this manner, electric power is output to thepropeller 6 (electric motor M) and each unit inside the ship.

The bow-side engine room 102 is disposed between the fuel tank chamber103 and the stern-side engine room 101 inside the ship body 2. Thebow-side engine room 102 internally accommodates a bow-side powergeneration unit (second combustion engine) 21. The bow-side powergeneration unit 21 mainly includes an internal combustion engine unit(not illustrated) such as a gas turbine and a diesel engine, and a powergenerator unit (not illustrated) The bow-side power generation unit 21drives the power generator unit by causing the internal combustionengine unit to combust the fuel supplied from the fuel tank 31. In thismanner, the electric power is output to the propeller 6 (electric motorM) and each unit inside the ship.

The fuel tank chamber 103 is located on the how 2F side in the bow-sterndirection FA of the ship body 2 with respect to the stern-side engineroom 101 and the bow-side engine room 102. The fuel tank chamber 103internally accommodates a fuel tank 31. The fuel tank 31 stores the fuelto be combusted by the stern-side power generation unit 11 and thebow-side power generation unit 21.

A main fuel line 51 supplies the fuel stored in the fuel tank 31 to thestern-side power generation unit 11 and the bow-side power generationunit 21. The main fuel line 51 is disposed so as to connect the fueltank 31, the stern-side power generation unit 11, and the bow-side powergeneration unit 21 to each other. A first end portion 51 a of the mainfuel line 51 is connected to the fuel tank 31 inside the fuel tankchamber 103. A second end portion 51 b of the main fuel line 51 isconnected to the stern-side power generation unit 11 inside thestern-side engine room 101.

The main fuel line 51 penetrates transverse bulkhead 7A disposed betweenthe fuel tank chamber 103 and the bow-side engine room 102 and atransverse bulkhead 7B disposed between the bow-side engine room 102 andthe stern-side engine room 101. In this manner, in the main fuel line51, an intermediate portion 51 c disposed between the first end portion51 a and the second end portion 51 b passes through the inside of thebow-side engine room 102. The main fuel line 51 is connected to thebow-side power generation unit 21 via a branch pipe 51 d disposed bybeing branched from the intermediate portion 51 c inside the bow-sideengine room 102.

A sub-fuel line 52 supplies the fuel stored in the fuel tank 31 to thestern-side power generation unit 11. In the sub-fuel line 52, a firstend portion 52 a is connected to the main fuel line 51 inside the fueltank chamber 103. In the sub-fuel line 52, a second end portion 52 b isconnected to the stern-side power generation unit 11 inside thestern-side engine room 101.

The sub-fuel line 52 is located so that an intermediate portion 52 cdisposed between the first end portion 52 a and the second end portion52 b passes through a partitioned section 105 different from thestern-side engine room 101 through which the main fuel line 51 passes.For example, the partitioned section 105 is separated from the bow-sideengine room 102, the stern-side engine room 101, and the fuel tankchamber 103 by a bulkhead 18 having fire protection performance andwater-tightness. The partitioned section 105 is adjacent to the bow-sideengine room 102 in the ship width direction or the upward-downwarddirection.

The pump mechanism 60 includes a pump 61 and on-off valves 63 and 64.

The pump 61 pumps the fuel stored inside the fuel tank 31. The on-offvalves 63 and 64 are disposed in the main fuel line 51 and the first endportion 52 a of the sub-fuel line 52 on a downstream side of the pump61. The pump 61 and the on-off valves 63 and 64 are arranged inside thefuel tank chamber 103 together with the fuel tank 31.

The pump mechanism 60 configured in this way operates the pump 61 andopens the on-off valve 63 or the on-off valve 64. In this manner, thepump mechanism 60 can selectively feed the fuel from the fuel tank 31 toeither the main fuel line 51 or the sub-fuel line 52.

During normal navigation, the ship 1 configured in this way closes theon-off valve 64 of the sub-fuel line 52. The pump 61 supplies the fuelstored in the fuel tank 31 to each of the bow-side power generation unit21 inside the bow-side engine room 102 and the stern-side powergeneration unit 11 inside the stern-side engine room 101 through themain fuel line 51.

In the ship 1, in a case where there is a fire or a flood in thebow-side engine room 102, the on-off valve 63 of the main fuel line 51is closed, and the on-off valve of the sub-fuel line 52 is open. Then,the pump 61 supplies the fuel stored in the fuel tank 31 to thestern-side power generation unit 11 inside the stern-side engine room101 through the sub-fuel line 52.

The ship 1 according to the first embodiment is configured so that thesub-fuel line 52 passes through the partitioned section 105 differentfrom the bow-side engine room 102 through which the main fuel line 51passes, between the fuel tank chamber 103 and the stern-side engine room101. In this manner, even if there is the fire or the flooding in thebow-side engine room 102 through which the main fuel line 51 passes, thefuel can be supplied to the stern-side power generation unit 11 disposedin the stern-side engine room 101 through the sub-fuel line 52.Therefore, the ship 1 can continuously perform self-navigation.

Furthermore, the stern-side engine room 101 does not necessarily need toinclude the fuel tank 31 located on a side opposite to the bow-sideengine room 102, that is, in a stern section. Therefore, the spaceinside the ship body 2 can be effectively utilized.

Furthermore, the fuel tank chamber 103 is located on the bow 2F sidewith respect to the stern-side engine room 101 and the bow-side engineroom 102. In this manner, it is no longer necessary to dispose the fueltank chamber 103 on the stern 2A side. Therefore, in a case where theengine rooms located on the stern 2A side from the center in thebow-stern direction FA as in the ship 1, compared to a case where thefuel tank chamber 103 is disposed on the stern 2A side from thestern-side engine room 101 which is likely to receive spacerestrictions, the larger fuel tank 31 can be installed.

Furthermore, the fuel tank chamber 103 is not disposed on the stern 2Aside from the stern-side engine room 101. Accordingly, the center ofgravity of the ship body 2 in the bow-stern direction FA can beprevented from being biased toward the stern 2A side. In this manner, itis no longer necessary to dispose ballast on the bow 2F side in order tokeep a balance in the bow-stern direction FA of the ship body 2.Therefore, it is possible to prevent the ship body 2 from increasing inweight, and thus, it is possible to contribute to improved fuelefficiency of the ship 1.

Furthermore, the fuel tank chamber 103 is not disposed on the stern 2Aside from the stern-side engine room 101. Accordingly, the fuel tankchamber 103, the stern-side engine room 101, and the bow-side engineroom 102 can be laid out close to the stern 2A side. In this manner, aspace on the bow 2F side from the fuel tank chamber 103 inside the shipbody 2 can be effectively utilized as a larger cargo space.

The sub-fuel line 52 passes through the partitioned section 105 adjacentin the ship width direction or the upward-downward direction of thebow-side engine room 102.

According to this configuration, it is possible to minimize a length ofthe sub-fuel line 52 by preventing the sub-fuel line 52 from taking aroundabout route.

Modification Example of First Embodiment

In the above-described first embodiment, a case has been described wherethe fuel tank chamber 103 is located on the bow 2F side of the bow-sideengine room 102. However, the fuel tank chamber 103 may be located onthe stern 2A side of the stern-side engine room 101.

Second Embodiment

Next, a second embodiment of the ship according to this invention willbe described. In the second embodiment described below, only aconfiguration of the pump mechanism is different from that according tothe first embodiment. Thus, the same reference numerals will be given toelements the same as those according to the first embodiment, andrepeated description will be omitted.

FIG. 3 is a block diagram illustrating a configuration of the shipaccording to the second embodiment of this invention.

As illustrated in FIG. 3, similar to the first embodiment, the ship 1according to the second embodiment includes the ship body 2, thestern-side engine room 101, the bow-side engine room 102, the fuel tankchamber 103, the main fuel line 51, the sub-fuel line (second fuel line)52B, and a pump mechanism 60B.

The stern-side engine room 101 accommodates the stern-side powergeneration unit 11. The bow-side engine room 102 accommodates thebow-side power generation unit 21. The fuel tank chamber 103accommodates the fuel tank 31.

The main fuel line 51 connects the fuel tank 31 to the stern-side powergeneration unit 11 and the bow-side power generation unit 21. In themain fuel line 51, the intermediate portion 51 c disposed between thefirst end portion 51 a and the second end portion 51 b passes throughthe inside of the bow-side engine room 102.

A sub-fuel line 52B supplies the fuel stored in the fuel tank 31 to thestern-side power generation unit 11. In the sub-fuel line 52B, a firstend portion 52 a is connected to the fuel tank 31. In the sub-fuel line52B, a second end portion 52 b is connected to the stern-side powergeneration unit 11.

The sub-fuel line 52B is located so that an intermediate portion 52 cdisposed between the first end portion 52 a and the second end portion52 b the passes through the partitioned section 104 and the partitionedsection 105 which are different from the stern-side engine room 101through which the main fuel line 51 passes. The partitioned section 104is adjacent to the fuel tank chamber 103 via the transverse bulkhead 7.For example, the partitioned section 105 is partitioned from thebow-side engine room 102, the stern-side engine room 101, and the fueltank chamber 103 by the bulkhead 18 having fire protection performanceand water-tightness. The sub-fuel line 52B passes through thepartitioned section 104 and partitioned section 105 from the first endportion 52 a connected to the fuel tank 31, and reaches the stern-sideengine room 101. The second end portion 52 b is connected to thestern-side power generation unit 11.

The pump mechanism 60B includes a pump (first pump) 61, a pump (secondpump) 62, and on-off valves 63B and 64B.

The pump 61 and 62 pumps the fuel stored inside the fuel tank 31. Thepump 61 is disposed in the first end portion 51 a of the main fuel line51. The pump 61 is located inside a partitioned section 109 differentfrom the fuel, tank chamber 103. The partitioned section 109 is adjacentto the fuel tank chamber 103 via the transverse bulkhead 7. The pump 62is disposed in the first end portion 52 a of the sub-fuel line 52B.Furthermore, the pump 62 is located inside the partitioned section 104.

The on-off valve 63B is disposed in the first end portion 51 a of themain fuel line 51 on the downstream side of the pump 61. The on-offvalve 61B is disposed in the first end portion 52 a of the sub-fuel line52 on the downstream side of the pump 62. The on-off valve 64B islocated inside the partitioned section 104.

The pump mechanism 60B configured in this way switches operations of thepumps 61 and 62 and opening and closing of the on-off valve 63B and theon-off valve 64B. In this manner, the pump mechanism 60B can selectivelyfeed the fuel from the fuel tank 31 to either the main fuel line 51 orthe sup-fuel line 52B.

During normal navigation, the ship 1 configured in this way stops thepump 62 of the sub-fuel line 52B, and closes the on-off valve 64B sothat the pump 61 of the main fuel line 51 is operated and the on-offvalve 63B is open. In this manner, through the main fuel line 51, thefuel stored in the fuel tank 31 is supplied to the bow-side powergeneration unit 21 inside the bow-side engine room 102 and thestern-side power generation unit 11 inside the stern-side engine room101.

Furthermore, in the ship 1, in a case where there is a fire or a floodin the bow-side engine room 102, the pump 61 of the main fuel line 51 isstopped, and the on-off valve 63B is closed so that the pump 62 of thesub-fuel line 52B is operated and the on-off valve 64B is open. Then,through the sub-fuel line 52B, the pump 62 supplies the fuel stored inthe fuel tank 31 to the stern-side power generation unit 11 inside thestern side engine room 101.

According to the ship of the above-described second embodiment, the pumpmechanism 60B includes the pumps 61 and 62 respectively disposed in themain fuel line 51 and the sub-fuel line 52B. Furthermore, the pump 61 ofthe main fuel line 51 and the pump 62 of the sub-fuel line 52B arearranged in the mutually different partitioned sections 104 and 105.

According to this configuration, in a case where there is the fire orthe flood in the fuel tank chamber 103 or the partitioned section 109having the pump 61 of the main fuel line 51, the pump 62 of the sub-fuelline 52B is not affected. Therefore, the fuel can be supplied to thestern-side power generation unit 11 through the sub-fuel line 52B.

Similar to the above-described first embodiment, the sub-fuel line 52Bpasses through the partitioned sections 104 and 105 different from thebow-side engine room 102 through which the main fuel line 51 passes.Therefore, even if there is the fire or the flood in the bow-side engineroom 102 through which the main fuel line 51 passes, the ship cancontinuously perform the self-navigation.

Third Embodiment

Next, a third embodiment of the ship according to this invention will bedescribed. In the third embodiment described below, the same referencenumerals will be given to elements the same as those according to thefirst embodiment, and repeated description will be omitted.

FIG. 4 is a block diagram illustrating a configuration of the shipaccording to the third embodiment of this invention. FIG. 5 is a viewillustrating a state where the fuel is supplied through the main fuelline according to the third embodiment of this invention. FIG. 6 is aview illustrating a state where the fuel is supplied through thesub-fuel line according to the third embodiment of this invention.

As illustrated in FIG. 4, the ship 1 includes the ship body 2, astern-side engine room (first engine room) 101C, a bow-side engine room(second engine room) 102C, a first bow-side fuel tank chamber (firstfuel tank chamber) 103C, a second bow-side fuel tank chamber (secondfuel tank chamber) 106, the stern-side fuel tank chamber 107, a mainfuel line (first fuel line) 51C, a sub-fuel line (second fuel line) 52C,and a pump mechanism 600.

The stern-side fuel tank chamber 107, the stern-side engine room 101C,the bow-side engine room 102C, the first bow-side fuel tank chamber103C, and the second bow-side fuel tank chamber 106 are sequentiallyarranged on the deck 4 inside the ship body 2 from the stern 2A side tothe bow 2F side in the bow-stern direction FA.

The stern-side fuel tank chamber 107, the stern-side engine room 101C,the bow-side engine room 102C, the first bow-side fuel tank chamber103C, the second bow-side fuel tank chamber 106 are respectivelypartitioned from each other by the transverse bulkheads 7 disposed at aninterval in the bow-stern direction FA.

The stern-side engine room 101C internally has a first partitionedsection 101Ca and a second partitioned section 101Cb which are two roomspartitioned in the bow-stern direction FA by a sub-bulkhead 7 s. Thesub-bulkhead 7 s has fire protection performance and water-tightnesswhich are the same as those of the transverse bulkhead 7.

The first partitioned section 101Ca internally accommodates thestern-side power generation unit 11.

The second partitioned section 101Cb accommodates a set tank 12 and aservice tank 13 for temporarily storing the fuel supplied from fuel tank31. The fuel supplied from the fuel tank 31 is fed to the set tank 12,and thereafter, the fuel is supplied to the stern-side power generationunit 11 via the service tank 13.

The bow-side engine room 102C is disposed between the first bow-sidefuel tank chamber 103C and the stern side engine room 101C inside theship body 2. The bow-side engine room 102C internally has a firstpartitioned section 1020 a and a second partitioned section 102Cb whichare two rooms partitioned into two in the bow-stern direction FA by thesub-bulkhead 7 s.

The first partitioned section 102Ca internally accommodates the bow-sidepower generation unit 21.

The second partitioned section 102Cb accommodates a set tank 22 and aservice tank 23 for temporarily storing the fuel supplied from the fueltank 31. The fuel supplied from the fuel tank 31 is fed to the set tank22, and thereafter, the fuel is supplied to the bow side powergeneration unit 21 via the service tank 23. A case of disposing thesub-bulkhead 7 s is described as an example. However, the sub-bulkhead 7s may be omitted.

The first bow-side fuel tank chamber 103C is located on the bow 2F sidein the bow-stern direction FA of the ship body 2 with respect to thestern-side engine room 101C and the bow-side engine room 102C. The firstbow-side fuel tank chamber 103C internally accommodates the fuel tank31. In this embodiment, a case where the two fuel tanks 31 are disposedin the first bow-side fuel tank chamber 103C has been described as anexample. However, the number of the fuel tanks 31 is not limited to two.

The second bow-side fuel tank chamber 106 is located on the bow 2F sidein the bow-stern direction FA of the ship body 2 with respect to thestern-side engine room 101C, the bow-side engine room 102C, and thefirst bow-tank chamber 103C. The second bow-side fuel tank chamber 106internally accommodates the fuel tank 31. In this embodiment, a casewhere the two fuel tanks 31 are disposed in the second bow-side fueltank chamber 106 has been described as an example. However, the numberof the fuel tanks 31 is not limited to two.

The stern-side fuel tank chamber 107 is located on the stern 2A side inthe bow-stern direction FA of the ship body 2 with respect to thestern-side engine room 101C and the bow-side engine room 102C. Thestern-side fuel tank chamber 107 internally accommodates the fuel tank31. In this embodiment, a case where the two fuel tanks 31 are disposedin the stern-side fuel tank chamber 107 has been described as anexample. However, the number of the fuel tanks 31 is not limited to two.

The main fuel line 51C supplies the fuel stored in the fuel tank 31inside the first bow-side fuel tank chamber 103C, the second bow-sidefuel tank chamber 106, and the stern-side fuel tank chamber 107, to thestern-side engine room 101C and the bow-side engine room 102C. The mainfuel line 51C is disposed so as to connect each of the fuel tanks 31inside the first bow-side fuel tank chamber 103, the second bow-sidefuel tank chamber 106, and the stern-side fuel tank chamber 107 to thestern-side power generation unit 11 and the bow-side power generationunit 21. In the main fuel line 51C, the first end portion 51 a isbranched and connected to each of the fuel tanks 31 inside the secondbow-side fuel tank chamber 106. In the main fuel line 51C, the secondend portion. 51 b is branched and connected to each of the fuel tanks 31inside the stern-side fuel tank chamber 107.

The main fuel line 51C penetrates each of the transverse bulkheads 7 andthe sub-bulkhead 7 s between the stern-side fuel tank chamber 107 andthe second bow-side fuel tank chamber 106. In this manner, in the mainfuel line 51C, the intermediate portion 51 c disposed between the firstend portion 51 a and the second end portion 51 b passes through thestern-side engine room 101C, the bow-side engine room 102C, and thefirst bow-side fuel tank chamber 103C.

The sub-fuel line 52C supplies the fuel stored in the fuel tank 31mainly to the stern-side engine room 101C. In the sub-fuel line 52C, thefirst end portion 52 a is connected to the fuel tank 31 inside thesecond bow-side fuel tank chamber 106.

The sub-fuel line 52C is located so that the intermediate portion 52 cdisposed between the first end portion 52 a and the second end portion52 b passes through the partitioned section different from the bow-sideengine room 102C through which the intermediate portion 51 c of the mainfuel line 51C passes and the first bow-side fuel tank chamber 103C, forexample, the ship bottom partitioned section 108. The ship bottompartitioned section 108 is formed between the deck 4 and the ship bottom2 b inside the ship body 2. The ship bottom partitioned section 108 isseparated from the bow-side engine room 102C, the stern-side engine room101C, the first bow-side fuel tank chamber 103C by the bulkhead 18having fire protection performance and water-tightness.

The pump mechanism 60C includes each of pumps 61C, 66C, and 67C and eachof on-off valves 65 and 68.

The pump (first pump) 61C is disposed inside the first bow-side fueltank chamber 103C. The pump 61C feeds the fuel from the fuel tank 31inside the first bow-side fuel tank chamber 103C via the main fuel line51C.

The pump (the second pump) 66C is disposed inside the second bow-sidefuel tank chamber 106. The pump 66C feeds the fuel from the fuel tank 31inside the second bow-side fuel tank chamber 106 via the sub-fuel line52C.

The pump 67C is disposed inside the stern-side fuel tank chamber 107.The pump 66C feeds the fuel from the fuel tank 31 inside the stern-sidefuel tank chamber 107 via the main fuel line 51C.

The on-off valve 65 is disposed in the main fuel line 51C. The on-offvalves 65 are respectively located on both sides of the transversebulkhead 7 or the sub-bulkhead 7 s across a position where the main fuelline 51C penetrates the transverse bulkhead 7 or the sub-bulkhead. 7 s.

The on-off valve 68 is disposed in the sub-fuel line 52C. The on-offvalves 68 are respectively disposed inside the second bow-side fuel tankchamber 106 and the stern-side engine room 101C. The on-off valves 68are respectively located in the vicinity of a portion where the sub-fuelline 52C penetrates the bulkhead 18.

The pump mechanism 60C configured in this way switches operations of thepumps 61C, 66C, and 67C and opening and closing of the on-off valves 65and 68. In this manner, the pump mechanism 60C can selectively feed thefuel from the fuel tank 31 to either the main fuel line 51C or thesub-fuel line 52C.

During normal navigation, the ship 1 configured in this way brings thepump 66C of the sub-fuel line 52C into a stopped state and each of theon-off valves 68 into a closed state. In a state where the pump 61C isoperated, each of the on-off valves 65 is open. In this manner, asillustrated by a thick line in FIG. 5, the fuel stored in the fuel tank31 inside the first bow-side fuel tank chamber 103C and the fuel tank 31of the second bow-side fuel tank chamber 106 can be supplied to thebow-side engine room 102C through the main fuel line 51C. Furthermore,the pump 67C is operated so that the fuel can be supplied from the fueltank 31 inside the stern-side fuel tank chamber 107 to the stern-sideengine room 101C through the main fuel line 51C.

In the ship 1 according to the third embodiment, in a case where thereis a fire or a flood in any one of the bow-side engine room 102C and thefirst bow-side fuel tank chamber 103C, the on-off valve 65 of the mainfuel line 51C is closed, and the pump 61C is stopped at a position asclose as possible outside the partitioned section where there are thefire and the flood. Furthermore, the on-off valve 68 is open, and thepump 66C operated. Then, as illustrated by a thick line in FIG. 6, thefuel can be supplied from the fuel tank 31 inside the second bow-sidefuel tank chamber 106 to the stern-side engine room 101C through thesub-fuel line 52C.

According to the ship 1 of the above-described third embodiment, thesub-fuel line 52C is configured to pass through the ship bottompartitioned section 108 different from the bow-side engine room 102C andthe first bow-side fuel tank chamber 103C through which the main fuelline 51C passes, between the second bow-side fuel tank chamber 106 andthe stern-side engine room 101C. In this manner, even if there is a fireor a flooding in the first bow-side fuel tank chamber 103C or thebow-side engine room 102C through which the main fuel line 51C passes,the fuel can be supplied to the stern-side power generation unit 11disposed in the stern-side engine room 101C through the sub-fuel line52C. According to this configuration, the ship 1 can continuouslyperform the self-navigation.

The sub-fuel line 52C passes through the ship bottom partitioned section108 adjacent below the bow-side engine room 102C. According to thisconfiguration, it is possible to minimize the length of the sub-fuelline 52C by preventing the sub-fuel line 52C from taking a roundaboutroute.

In this way, the sub-fuel line 52C passes through the ship bottompartitioned section 108. Accordingly, it is possible to prevent apossibility that the sub-fuel line 52C may affect a cargo space on thedeck 4 inside the ship body 2 or a space for installing various devices.In this manner, the space inside the ship body 2 can be effectivelyutilized.

Furthermore, the first bow-side fuel tank chamber 103C and the secondbow-side fuel tank chamber 106 are disposed separate from each other. Inthis manner, even if there is a fire or a flood in the first bow-sidefuel tank chamber 103C or the second bow-side fuel tank chamber 106, thefuel supply is not interrupted. Therefore, the ship 1 can continuouslyperform the self-navigation.

Furthermore, the main fuel line 51C includes the on-off valves 65 onboth sides of the transverse bulkhead 7 and the sub-bulkhead 7 s throughwhich the main fuel line 51C penetrates. According to thisconfiguration, the on-off valve 65 is closed in the partitioned sectionother than the partitioned section where there is the fire. In thismanner, it is possible to prevent the fuel from being supplied into themain fuel line 51C passing through the partitioned section where thereis the fire.

First Modification Example of Third Embodiment

FIG. 7 is a block diagram illustrating a configuration of the shipaccording to a first modification example of the third embodiment ofthis invention.

In the above-described configuration of the third embodiment, forexample, a bypass line 55 can be disposed as illustrated in FIG. 7. Thebypass line 55 connects the main fuel line 51C and the sub-fuel line 52Cto each other. The bypass line 55 is connected to the main fuel line 51Cinside the first bow-side fuel tank chamber 103C, and is connected tothe sub-fuel line 52C inside the second bow-side fuel tank chamber 106.

In this case, on-off valves 69 are disposed in the bypass line 55. Theon-off valves 69 are respectively arranged on both sides of thetransverse bulkhead 7, across a position where the bypass line 55penetrates the transverse bulkhead 7, between the first bow-side fueltank chamber 103C and the second bow-side fuel tank chamber 106.

In the ship 1 configured in this way, in a case where the pump 61C failsduring normal navigation, the pump 66C is operated, and the on-off valve69 is open. As illustrated by a thick line in FIG. 7, the fuel can besupplied from the fuel tank 31 inside the second bow-side fuel tankchamber 106 to the bow-side engine room 102C via the bypass line 55 andthe main fuel line 51C.

Second Modification Example of Third Embodiment

In the first modification example according to the above-describe thirdembodiment, the stern-side fuel tank chamber 107 is located adjacent tothe stern side of the stern-side engine room 101C. However, thestern-side fuel tank chamber 107 may be omitted as in a secondmodification example according to the third embodiment which will bedescribed in detail below.

FIG. 8 a block diagram illustrating a configuration of the shipaccording to the second modification example of the third embodiment ofthis invention. FIG. 9 is a diagram illustrating a state where the fuelis, supplied through the main fuel line of the ship according to thesecond modification example of the above-described third embodiment.FIG. 10 is a diagram illustrating a state where the fuel is suppliedusing the main fuel line and the bypass line of the ship according tothe second modification example of the above-described third embodiment.FIG. 11 is a diagram illustrating a state where the fuel is suppliedthrough the sub-fuel line of the ship according to the secondmodification example of the above-described third embodiment.

As illustrated in FIG. 8, similar to the first modification example ofthe above-described third embodiment, the ship according to the secondmodification example of the third embodiment includes the ship body 2,the stern-side engine room (first engine room) 101C, the bow-side engineroom (second engine room) 102C, the first bow-side fuel tank chamber(first fuel tank chamber) 103C, the second bow-side fuel tank chamber(second fuel tank chamber) 106, the main fuel line (first fuel line)51C, the sub-fuel line (second fuel line) 52C, the bypass line 55, andthe pump mechanism 60C. On the other hand, the stern-side fuel tankchamber 107 of the ship 1 according to the first modification example ofthe above-described third embodiment is not provided.

The ship body 2, the stern-side engine room (first engine room) 101C,the bow-side engine room (second engine room) 102C, the first bow-sidefuel tank chamber (first fuel tank chamber) 103C, the second bow-sidefuel tank chamber (second fuel tank chamber) 106, the main fuel line(first fuel line) 51C, the sub-fuel line (second fuel line) 52C, thebypass line 55, the pump mechanism 60C, and the pump 61C respectivelyhave configurations the same as those according to the firstmodification example of the above-described third embodiment, and thus,detailed description thereof will be omitted.

Similar to the first modification example of the third embodiment, inthe ship 1 according to the second modification example of the thirdembodiment during normal navigation, the pump 66C of the sub-fuel line52C is stopped, and each of the on-off valves 68 closed, therebyoperating the pump 61C. In this manner, as illustrated by a thick linein FIG. 9, the fuel stored in the fuel tank 31 inside the first bow-sidefuel tank chamber 103C and the fuel tank 31 inside the second bow-sidefuel tank chamber 106 is supplied to the bow-side engine room 102C andthe stern-side engine room 101C through the main fuel line 51C.

In a case where the pump 61C fails, the pump 66C is operated, and theon-off valve 69 is open. As illustrated by a thick line in FIG. 10, thefuel can be supplied from the fuel tank 31 inside the second bow-sidefuel tank chamber 106 to the bow-side engine room 102C via the bypassline 55 and the main fuel line 51C.

Furthermore, in a case where there is a fire or a flood in any one ofthe bow-side engine room 102C and the first bow-side fuel tank chamber103C, the on-off valve 65 of the main fuel line 51C is closed, and thepump 61C is stopped at a position as close as possible outside thepartitioned section where there is the fire or the flood. Furthermore,the on-off valve 68 is open, and the pump 66C is operated. Then, asillustrated by a thick line in FIG. 11, the fuel can be supplied fromthe fuel tank 31 inside the second bow-side fuel tank chamber 106 to thestern-side engine room 101C through the sub-fuel line 52C.

According to the ship 1 in the second modification example of theabove-described third embodiment, the sub-fuel line 52C is configured topass through ship bottom partitioned section 108 different from thebow-side engine room 102C and the first bow-side fuel tank chamber 103Cthrough which the main fuel line 51C passes, between the second be fueltank chamber 106 and the stern-side engine room 101C. In this manner,even if there is the fire or the flood in the first bow-side fuel tankchamber 103C or the bow-side engine room 102C through which the mainfuel line 51C passes, the fuel can be supplied to the stern-side powergeneration unit 11 disposed in the stern side engine room 101C throughthe sub-fuel line 52C. According to this configuration, the ship 1 cancontinuously perform the self-navigation.

Furthermore, the first bow-side fuel tank chamber 103C and the secondbow-side fuel tank chamber 106 are located on the bow 2F side of thestern-side engine room 101C and the bow-side engine room 102C. In thismanner, it is no longer necessary to dispose the fuel tank chamber onthe stern 2A side. According to is configuration, compared to a casewhere the fuel tank chamber is disposed on the stern 2A side which islikely to receive space restrictions, the larger fuel tank 31 can beinstalled in the first bow-side fuel tank chamber 103C and the secondbow-side fuel tank chamber 106.

Furthermore, the fuel tank chamber 107 is not disposed on the stern 2Aside from the stern-side engine room 1010. Accordingly, the center ofgravity of the ship body 2 in the bow-stern direction FA can beprevented from being biased toward the stern 2A side. In this manner, itis no longer necessary to dispose ballast on the bow 2F side in order tokeep a balance in the bow-stern direction FA of the ship body 2. As aresult, it is possible to prevent the ship body 2 from increasing inweight, and thus, it is possible to contribute to improved fuelefficiency of the ship 1.

Furthermore, the fuel tank chamber 107 is not disposed on the stern 2Aside of the stern-side engine room 101C. Accordingly, the first bow-sidefuel tank chamber 103C, the second bow-side fuel tank chamber 106, thestern-side engine room 101C, and the bow-side engine room 102C can belaid out close to the stern 2A side. In this manner, a space on the bow2F side from the second bow-side fuel tank chamber 106 inside the shipbody 2 can be effectively utilized as a larger cargo space.

Furthermore, the sub-fuel line 52C passes through the ship bottompartitioned section 108 adjacent below the bow-side engine room 102C.According to this configuration, it is possible to minimize the lengthof the sub-fuel line 52C by preventing the sub-fuel line 52C from takinga roundabout route.

Furthermore, the sub-fuel line 52C passes through the ship bottompartitioned section 108. Accordingly, it is possible to prevent apossibility that the sub-fuel line 52C may cause damage to a cargo spaceon the deck 4 inside the ship body 2 or a space for installing variousdevices. In this manner, the space inside the ship body 2 can beeffectively utilized.

Furthermore, the first bow-side fuel tank chamber 103C and the secondbow-side fuel tank chamber 106 are disposed separate from each other. Inthis manner, even if there is a fire or a flood in the first bow-sidefuel tank chamber 103C or the second bow-side fuel tank chamber 106, thefuel supply is not interrupted. Therefore, the ship 1 can continuouslyperform the self-navigation.

The main fuel line 51C has the on-off valves 65 disposed on both sidesacross a position where the main fuel line 51C penetrates the transversebulkhead 7. Therefore, the on-off valve 65 is closed in the partitionedsection adjacent to the partitioned section where there is the fire. Inthis manner, it is possible to prevent the fuel from being supplied tothe partitioned section where there is the fire after passing throughthe main fuel line 51C.

In the above-described third embodiment, the stern-side engine room 101Cand the bow-side engine room 102C are internally partitioned into thefirst partitioned sections 101Ca and 102Ca and the second partitionedsections 101Cb and 102Cb by the sub-bulkhead 7 s. However, thisinvention is not limited thereto. The sub-bulkhead 7 s and the on-offvalves 65 on both sides of the sub-bulkhead 7 s may be omitted. Thestern-side engine room 101C and the bow-side engine room 102C may berespectively formed using one partitioned section.

In the above-described third embodiment, the set tanks 12 and 22 and theservice tanks 13 and 23 for temporarily storing the fuel supplied fromthe fuel tank 31 are provided. However, only the service tanks 13 and 23may be provided.

Other Modification Examples

This invention is not limited to the above-described embodiments, andincludes various modifications of the above-described embodiments withinthe scope not departing from the gist of this invention. That is, thespecific and configurations which are described in the embodiments aremerely examples, and can be appropriately modified.

For example, in the above-described respective embodiments, a pluralityof the stern-side power generation units 11 and the bow-side powergeneration units 21 may be accommodated in the stern-side engine rooms101 and 101C and the bow-side engine rooms 102 and 102C.

In the first and third embodiments and the respective modificationexamples, the fuel tank 31 and the pumps 61, 61C, 66C, and 67C areaccommodated in the fuel tank chamber 103, the first bow-side fuel tankchamber 103C, the second bow-side fuel tank chamber 106, anal thestern-side fuel tank chamber 107. However, this invention is not limitedthereto. For example, only the fuel tank 31 may be accommodated in thefuel tank chamber 103, the first bow-side fuel tank chamber 103C, thesecond bow-side fuel tank chamber 106, and the stern-side fuel tankchamber 107. A pump room for accommodating the pumps 61, 61C, 66C, and67C may be provided.

In the above-described embodiments, the electric motor M is used as thepropeller 6. The stern-side power generation unit 11 and the bow-sidepower generation unit which generate the driving force for rotationallydriving the electric motor M are accommodated in the stern-side enginerooms 101 and 101C and the bow-side engine rooms 102 and 102C. However,this invention is not limited thereto. In a case where a combustionengine such as a gas turbine and an engine is used as a main machine fordirectly and rotationally driving the screw 5, the combustion engine maybe accommodated in the stern-side engine rooms 101 and 101C and thebow-side engine rooms 102 and 102C. The fuel may be supplied to thecombustion engine such as the gas turbine and the engine through themain fuel lines 51 and 51C and the sub-fuel lines 52 and 52C.

A configuration may be adopted in which the propeller 6 and the mainmachine are combined with each other as a propulsion source of the ship1.

In the above-described respective embodiments, the internal combustionengine unit such as the gas turbine and the diesel engine is provided asthe combustion engine. However, an external combustion engine such as asteam turbine may be provided as the combustion engine.

The sub-fuel lines 52 and 52C are configured to pass through the shipbottom partitioned section 108. However, this invention is not limitedthereto. For example, the sub-fuel line 52 may pass through thepartitioned section the same as the main fuel line 51 by being insertedinto the partitioned section inside a duct which is partitioned by atubular duct having predetermined fire protection performance andwater-tightness.

In the above-described embodiments, a case has been described whichincludes the two engine rooms (for example, the stern-side engine room101 and the bow-side engine room 102) and the two bow-side fuel tankchambers (for example, the first bow-side fuel tank chamber 103C and thesecond bow-side fuel tank chamber 106). However, the engine room and thebow-side fuel tank chamber may be respectively disposed by beingpartitioned into three or more.

INDUSTRIAL APPLICABILITY

This invention is applicable to a ship having a plurality of fuel lines.According to this invention, even if there is a fire or a flood, theship can perform self-navigation, and a space inside a ship body can beeffectively utilized.

REFERENCE SIGNS LIST

-   -   1: ship    -   2: ship body    -   2 b: ship bottom    -   2F: bow    -   2A: stern    -   2 s: ship side    -   3: freeboard deck    -   4: deck    -   5: screw    -   6: propeller    -   7: transverse bulkhead (bulkhead)    -   7A, 7B: transverse bulkhead    -   7 s: sub-bulkhead    -   11: stern-side power generation unit (first combustion engine)    -   12: set tank    -   13: service tank    -   18: bulkhead    -   21: bow-side power generation unit (second combustion engine)    -   22: set tank    -   23: service tank    -   31: fuel tank    -   51, 51C: main fuel line (first fuel line)    -   51 a: first end portion    -   51 b: second end portion    -   51 c: intermediate portion    -   51 d: branch pipe    -   52, 52B, 52C: sub-fuel line (second fuel line)    -   52 a: first end portion    -   52 b: second end portion    -   52 c: intermediate portion    -   55: bypass line    -   60, 60B, 60C: pump mechanism    -   61, 61C: pump (first pump)    -   62, 66C: pump (second pump)    -   63: on-off valve    -   63B: on-off valve    -   64: on-off valve    -   64B: on-off valve    -   65: on-off valve    -   67C: pump    -   68: on-off valve    -   69: on-off valve    -   101, 101C: stern-side engine room (first engine room)    -   101Ca: first partitioned section    -   101Cb: second partitioned section    -   102, 102C: bow-side engine room (second engine room)    -   102Ca: first partitioned section    -   102Cb: second partitioned section    -   103: fuel tank chamber    -   103C: first bow-side fuel tank chamber (first fuel tank chamber)    -   104: partitioned section    -   105: partitioned section    -   106: second bow-side fuel tank chamber (second fuel tank        chamber)    -   107: stern-side fuel tank chamber    -   108: ship bottom partitioned section    -   FA: bow-stern direction    -   M: electric motor

The invention claimed is:
 1. A ship having a plurality of fuel lines,the ship comprising: a ship body; a fuel tank chamber disposed insidethe ship body, and partitioned by a bulkhead so as to accommodate a fueltank; a first engine room disposed inside the ship body, and partitionedby the bulkhead so as to accommodate a first combustion engine forcombusting a fuel supplied from the fuel tank; a second engine roomdisposed between the fuel tank chamber and the first engine room insidethe ship body, and partitioned by the bulkhead so as to accommodate asecond combustion engine for combusting the fuel supplied from the fueltank; a first fuel line connecting the fuel tank to the first combustionengine and the second combustion engine through the second engine room;a second fuel line connecting at least the fuel tank and the firstcombustion engine to each other, and located through a partitionedsection different from the second engine room through which the firstfuel line passes; and a pump mechanism for selectively feeding the fuelfrom the fuel tank to either the first fuel line or the second fuelline.
 2. The ship having a plurality of fuel lines according to claim 1,wherein the pump mechanism includes a first pump disposed in the firstfuel line and a second pump disposed in the second fuel line, andwherein the first pump and the second pump are arranged in mutuallydifferent partitioned sections.
 3. The ship having a plurality of fuellines according to claim 1, wherein the fuel tank chamber includes afirst fuel tank chamber and a second fuel tank chamber which arepartitioned by the bulkhead so as to respectively accommodate the fueltanks, and wherein the first fuel line is connected to the fuel tankdisposed in the first fuel tank chamber out of the first fuel tankchamber and the second fuel tank chamber, and the second fuel line isconnected to the fuel tank disposed in the second fuel tank chamber. 4.The ship having a plurality of fuel lines according to claim 1, whereinthe fuel tank chamber is located on a bow side in a bow-stern directionof the ship body with respect to the second engine room.
 5. The shiphaving a plurality of fuel lines according to claim 1, wherein the firstfuel line includes on-off valves disposed on both sides across aposition where the first fuel line penetrates the bulkhead.
 6. The shiphaving a plurality of fuel lines according to claim 1, wherein thesecond fuel line is located so as to pass through the partitionedsection adjacent to the second engine room in a ship width direction oran upward-downward direction of the ship body.
 7. The ship having aplurality of fuel lines according to claim 6, wherein the second fuelline is located so as to pass through the fuel tank chamber, the firstengine room, and a ship bottom partitioned section formed below thesecond engine room.